Aeroplane construction



W. P. GARY. ROPLANE CONSTRUCTION. APPLICATION man was, 1921.

Patented J1 4, 1922.

3 SHEETS SHET I.

' ATTORNEY W. P. GARY. AEROPLANE CONSTRUCTION. APPLICATION FILED DEC.9,1921.

WITNESS W. P. GARY. AEROPLANE CONSTRUCTION.

APPLICATION FILED DEC.9, I921. 1321 934, Patented July 4, 1922.

3 SHEETSSHEEI' 3. I

W/T/VESS WILLIAM I. GARY, OF TOTOWA BOROUGH, NEW JERSEY.

AEROPLANE CONSTRUCTION.

nearest.

. Application filed December 9, 1921.

To all whom it may concern:

Be it known that I, WILLIAM P. GARY, a citizen of the United States, residing at "Totowa Borough, in the county of Passaic and State of New Jersey, have invented certain new and useful Improvements in Aeroplane Constructions, of which the following is a specification.

This invention relates to aeroplane construction, and it contemplates improvements in the form of the aerofoils, in the construction of the fuselage and chassis as components of the body structure of an aeroplane, and in the control of the ailerons.

In the drawings,

Figure 1 is a slde elevation of an aeroplane embodying the improvements;

Figure 1 illustrates a detail;

Figure 2 is a front elevation thereof;

Figure 3 is a plan;

Figure 4 is a section of an ae-rofoil on line 4-4, Fig. 3;

Figures 5 and 6 are diagrams illustrating in plan and section, respectively, the form of the aerofoils; and

Figure 7 illustrates the aileron control system.

The fuselage a may have any approved exterior form. At the rearward end are the usual horizontal stabilizers b and vertical stabilizer c, to which are respectively pivoted the elevators b and rudder c. The elevators and rudder are connected with suitable controls in the fuselage by the control wires or connections d. f in Figs. 1. and 2 designates the aerofoils, which in the present case project from the sides of the fuselage, being secured to the same in'any known way.

Each aerofoil has in plan in the example shown substantially the form shown in Fig. 3. That is to say. its trailing edge f is substantially a straight line from the tip f to the butt (where it joins tlfe fuselage), being arranged perpendicular to the longitudinal axis of the fuselage; its forward edge is generally convex, being, however, in the example shown straight and parallel with the trailing edge for a relatively short distance from the fuselage, as at f before it sweeps backward in a convex curve f to meet said line of the trailing edge and form the tip. There is nothing novel in the thus described, contour in plan in itself. though as will hereinafter appear my aerofoil may have an unsually limited aspect ratio, as

shown, due to elements in the form of the Specification of Letters Patent.

Patented July 4, 1922.

Serial No. 521,106.

aerofoil and certain properties resulting therefrom. I may remark that the essential element of this contour so far as my invention is concerned is that its forward edge represents a curve that is generally (i. e.. as a whole) convex and sweeps backward at its outer portion until it meets the trailing edge, not necessarily at the exact point where it is shown in the drawings as meeting the trailing edge (which in said drawings is shown straight and perpendicular to the longitudinal axis of the fuselage) but at least at a point abaft the transverse central axis of the aerofoil. Viewed in any substantially longitudinal section, that is, by reference to any section taken in a vertical plane substantially parallel with the longitudinal axis of the fuselage, the aerofoil has substantially the same contour that is seen in Fig. 4 (it being incidentally remarked that such contour presents convexity at the top and concavity at the under side, as well as the usual stream-line form characterized by a bluntforward taper and a sharp rearward taper.) Wherefore it will appear (see Figs. 5 and 6) that although the contours represented by two different vertical longitudinal sections taken anywhere between the butt and the tip differ in.size they will present the same curvature as to any corresponding curved portions thereof and as to the whole extent of such curved portions. For instance. the top or convex curve f or the bottom or concave curve f in Fig. 6 (which shows the contours represented by'sections taken in the vertical planes Ito VII in Fig. 5) is the same in the contour taken on the section-plane V as it is in the contour taken on the section-plane II, although the two contoursare different in size. Further, the chords or datum lines 7" of all the contours from butt to tip lie in substantially the same plane-see the different contours in Fig. 6. In consequence of the mentioned characteristics of 'my aerofoil, to wit, the plan form thereof, the grading of the longitudinal vertical section-contours thereof toward the tip in such a plan form, and the fact that all such contours, concave on the under side. have their chords or datum lines in the same plane, not only is a great part of the unfavorable effects of turbulence eliminated and the tips properly washed out but, as revealed by actual tests, my aerofoil effects such a considerable conservation of useful pressureand elimination of interfering pressure it may have the rela lit tively little aspect ratio shown in Fig.- 3 (i. e., 4 to 1, measuring the two aerofoils shown from tip to tip) and yet it produces a high L/D at, a wide range of angles to the line of flight. Otherwise stated, taking into consideration all the principal elements of the aerofoils, to wit, the convexity of the forward edge of the wing structure they form, which when tilted above the zero angle to the line of flight presents an upward curve or arch, the camber of the under side of the structure existing not only longitudinally but transversely, such camber gradually diminishing toward the tips. the taper of each aerofoil to a point back of its central transverse axis, and the grading-down in size of the longitudinal contour-sections of each aerofoil, the form developed becomes more favorable to lift than to drift through a wide range of angles, there is a conservation of pressure that would otherwise. be dissipated as end loss, and the washing-out of the tips is accomplished without such relative placement thereof that in certain positions they become drift-increasing factors (except, as will appear and be understood, when they are shifted up or down relatively to the remainder of the wing-structure according to a further detail to be explained).

In the preferred construction the ailerons are formed as follows: given an aerofoil which has its trailing edge substantially per-' pendicular to the line of flight, by providmg for fiexure on a line, as g, which extends from said edge so as to produce an inwardly pointing acute angle therewith and 'bisect the aerofoil, thus leaving or forming rearward of-said line theaileron g. In the actual construction shown each aileron g is in itself inflexible, and on the a line 9 is hinged, as at i The term aerofoil as herein used applies to substantially half of the entire wing structureof'the aeroplane, which in the present example happens to be of that type where said structure is divided into two distinct parts or halves by the interposition of the fuselage.

The forward part of the fuselage has a usual form of reinforcement consisting, es-.

sentially, of longerons it, one at each side, the bottom longeron i,-and the struts 7' connecting these longerons in such manner that in end elevation a V-shaped framing is produced. According to my invention, the landing gear has its frame formed inverted V-shaped in end elevation, the apex of such frame affording support for the apex of the said fuselage framing. The said frame is formed by members is which are V-shaped in side elevation and afi'ord at their respective apices k support for the axle Z of the wheels Z, the members being spaced apart at said apices but brought and suitably joined together at their upper ends, the apex or joint portions thus produced being suitably secured (see Fig. l) to the apex of the mentioned fuselage framing. Sta s m connect the frame with the frame 0 the fuselage structure (as, specifically, its framing) at points in both on both sides of and suitably remote from where the apex of the framing meets that of the frame. This construction allows for absorbance of shocks when the machine lands so that a thrust is exerted sidewise on the landing gear, there being allowed a slight rocking displacement of all the superstructure on the landing gear with the apices of the fuselage framingand landing gear frame as a fulcrum. Preferably springs, as m' or equivalent, are contained in the stays.

The upper pilons g? of the ailerons or equivalent vanes g are connected by the connecting wire a and the lower pilons 9* by theconnecting' wire 0, which latter contains the joy-stick 12 whereby the endless system including said ailerons and wires is moved to raise one aileron and depress the other in the usual way. Means, as pulleys g g, are provided for guiding said connections in the movement of said system one way or the other substantially circuitously thereof, the same maintainin said system at all times taut. A part 0% the guiding means maintains a-bi ht, as r", in connection n and is movab e transversely of the two connections to release the bight and shift the connection 0 transversely and thereby move the vanes in the same'direction together and take up the bight, said part here comprising the pulleys g g g, a suitably guided shde 1- .carrying one of such pulleys, suitably fulcrumed bell-crank levers r 1" carrying the other two pulleys g 9', links 8 a connecting the levers with the slide and a suitably fulcrumed-lever t for moving the train including such guides, slide, levers r 1" and links; when the said train is moved in the other direction the bight is again formed and the pressure on connection 0 relaxed, so that the vanes are shifted back again. The ailerons of my aeroplane are movable together in the same direction (as well as, by operating the joy-stick, in opposite directions) principally so as to make it possible to reduce the drift at all timesfor instance, by elevating them when the aerofoils are at their greatest, and depressing them when the aerofoils are at their least, angle of incidence.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent is:--

1. A cambered aerofoil having as viewed in plan its leading edge convex and its trailing edge and leading edge meeting at a pointabaft the central transverse axis of the aerofoil andalso having the substantially longitudinal contour-sections thereof graded down in size to substantially said point but all approximately identical in form, the chords of all such contour-sections being in substantially the same plane.

2. A cambered aerofoil having as viewed in plan its leading edge convex and its trailing edge approximately perpendicular to the line of flight and said edges meeting at a point abaft the central transverseaxis of the aerofoil and also having the substantially longitudinal contour-sections thereof graded down in size to substantially said point but all approximately identical in form, the chords of all such contour-sections being in substantially the same plane.

3. An aerofoil having as viewed in plan its leading edge convex and its trailingedge and leading edge meeting at a point abaft the central transverse axis of the aerofoil and also having its under surface cambered, such cambered surface extending toward said point and in the substantiall longitudinal contour-sections thereof ta en one after another toward said point presenting camber-curves substantially ldentical in form but graded-down in length and all having their chords in substantially the same plane.

4. An aerofoil having as viewed in plan its leading edge convex and its trailing edge and leading edge meeting at a point ahaft the central transverse axis of the aerofoil and also havin its under surface cambered such camberecf surface extending toward said point and in the substantially longitudinal contour-sections thereof taken one after another toward said oint presenting camber-curves substantially identical in form but graded-down in length and all having their chords in substantially the same plane and said aerofoil having the portions thereof relatively rearward of a line forming with said edge an inwardly pointing acute angle flexible up and down on said line, whereby to form of said portion an aileron.

In testimony whereof I aflix my signature.

WM. P. GARY. 

